Train-stopping device.



v Patented June 30, 1914.

W. L. BUMMEL.

TRAIN STOPPING DEVICE.

APPLICATION FILED MAR. 11, 1912.

LML664 COLUMBIA nLANOGRAPl-l cm. WASHINGTON. D. c.

WITNESS s WILLIAM L. RUMMEL, OF SOUTH. SIOUX, NEBRASKA.

TRAIN-STOPPING DEVICE.

nioneea.

Specification of Letters Patent.

Patented June so, rare.

Application filed March 11, 1912. Serial No. 683,134.

To all whom it may concern:

Be it known that 1, WILLIAM L. RUMMEL, a citizen of the United States ofAmerica, residing at South Sioux, in the county of Dakota and State ofNebraska, have invented certain new and useful Improvements inTrain-Stopping Devices, of which the following is a specification.

My invention relates to methods for controlling by external means theair line of a train by automatically opening valves connected with theair pipe. This is accomplished by the elevation of side rails movablysecured to the track rails and adapted to be raised for contact withtrucks pivotally secured to engines of the road. The means for operatingthe movable rails are'illus trated and described in a separateapplication for patent filed, Dec. 1, 1910 Ser. No. 595,081 on a railwayblock system, which provides for the division of the railway track intoblocks and sections forming a part of an electric circuit, a movablerail being attached to each track rail in every section. As there shownthe electrical current, when closed, holds the movable rails down in thenormal position, and when the current is shunted by the entrance oftrains into the block the rails are elevated for contact by means ofgravity, being restored by the energizing of the current when the trainpasses out of the block.

The invention consists in the novelty of construction and arrangementand construction of the device as will be hereinafter shown anddescribed.

T have illustrated invention in the accompanying drawing in which-Figure 1 is a front elevation of the attachment to the engine to connectwith the side rails, a part being broken away and shown in section,showing also a cross-section of track and side rails. Fig. 2 is a planview of the same. Fig. 3 is a detail view of one of the pivoted arms 42and 43 showing the manner in which the rods 40 and d1 are supported.

The place and manner of adjustment to the engine will depend upon theparticular type of engines used.

In the drawing, 1 and 2 are the track rails and 3 and 4: the respectiveside rails, the rails 3 being in normal position and the rail t beingelevated for contact with the trucks. Clamps or braces 5 are secured tothe track rails and the side rails are pivs otally connected thereto bymeans of arms or links 6, the bolts 7 and 8 securing them together. Aframe 9 consisting of longitudinal bars 10 and 10 and cross bars 11securing the bars 10 and 10 together, is adapted to be suspended fromthe engine in some convenient place. The bar 10 is secured above thebars 11, and the bar 10 is secured to their lower side. The standards 12and 13 pivotally depend from the bar 10 directly over the respectiveside rails 3 and t.

he wheels 15 and 16 are pivotally suspended from the lower ends of thestandards by arms 17 and 18, pins 19 passing through the arms andstandards and forming the axis on which the arms move up and down.Plates 20 are secured to the standards below the arms to furnish a restfor the arms and hold the wheels from dropping below a horizontalposition. The wheels are each double and free upon axis 21 passingthrough the outer ends of the arms 17 and 18. To the outer ends of saidarms are secured heads of upright plates 22 and 23 adapted to strike therespective valve pins or stems 24; and 25 depending from theself-closing spring valves 26 and 27. The wheels are adapted to swinginwardly with the standards, the wheels being in normal position free ofthe rails 3, which is also in normal position.

One of the wheels is adapted for contact with a rail at all times,depending upon the direction of movement of the train, and in thedrawing the right hand wheels 16 is shown in contact with the rail 4,the valve pin 25 being raised by the plate 23, releasing the air throughthe valve 27. The air enters the valves through the respective trainlines 28 and 30 and couplings 28 and 30, and returns through the pipes29 and 31, and couplings 29 and 31 as indicated by the arrows, each sidebeing independent of the other. The couplings are supported on the bar10 of the frame 9 by the slotted uprights 32 and 32" and 33 and 33 Thelateral movement of the wheels for contact with one of the side rails isunder control of the engineer of the train, and either side may beadjusted for contact or released by the following means: To the upperends of the standards 12 and 13, which pass through the bar 10, aresecured the ends of the respective rods 34: and 34, the opposite ends ofthe latter being pivoted to a bar 35 sliding upon the inside cross-bars11 of the frame. nuts 39 between the ends of the rods 34 and 84 and thebar 10 to build the rods up above the bar 35 to give the bar 35 a freemovement upon the cross-bars. To the middle of the bar 35 is pivoted thepoint of a T- shaped lever 36 which is pivoted near the middle of itsstem to the bar 10. To the free ends of the lever 36 are pivoted rods 37and 38 for the use of the engineer. By pulling the rod 38 the truckswere placed in the position shown in the drawing. The wheels 15 will bebrought into position for contact with the rail 3 and the wheels 16cleared of rail 4 by pulling the rod 37 After the air has been opened oneither side in the manner already described, the valve is held open andreleased in the following manner: The outer ends of the rods 40 and 41are pivoted respectively in the slotted uprights 32 and 32 and thecentral parts of the rods pass freely through einlargements 24 and 25 onthe respective valve pins 24 and 25. Near the opposite ends thereof therods 40 and 41 pass freely through the slotted uprights 33, and 33 whilethe inner ends of the rods are pivotally connected to pivoted arms 42and 43 through the respective connecting rods or links 44 and 45, thepivoted arms being pivoted at their lower ends to the respectivesupports 46 and 47, secured to the bar 10. When the air line is closedand the wheels free of the rail, the pivoted arm, link and rod assumethe position shown at the left of the drawing. l/Vhen either of the siderails and the corresponding wheels are raised and the air valve opened,the pivoted arm, link and rod upon that side assume the posit-ion shownat the right of the drawing, the pivoted arm being raised by the actionof the valve pin upon rods 40 and 41. They will remain in that positionuntil released, the inner end of the rod resting against the shoulders42 and 43 formed on the pivoted arms 42 and 43, respectively a s thelatter stand in a vertical position. It will be noted that the rods 40and 41 are located in the same vertical plane with the shoulders 42 and43 consequently when the pivoted arms 42 and 43 are in up right positionsaid rods unless otherwise supported will rest upon said shoulders. Thepivoted arms when vertical are adapted to be engaged by the respectivedogs 48 and 49 secured to the outer ends of the rods 50 and 51, whichpass freely through the supports 46 and 47. The inner ends of the rodsare pivoted to the forward ends of the respective Lshaped levers 52 and53 which are each pivoted at the respective angles '54 and 55 to asupporting bridge 56 secured to the central part of the bar 10. Theopposite ends of the levers are pivoted by the respective pins 57 and 58in the transverse slot of a cross-shaped bar 59, the forward end of Tothe standards are secured which has a longitudinal slot in which it ispivoted to the bridge by a pin 60, the rear end of the bar 59 beingfree. A coil spring 61 is secured to the front end of the levers 52 and53 which normally pulls the levers together and restores them and thebar 59 to a central position. To the rear end of the bar 59 is'pivoted alever 62 for the use of the engineer in closing the air valve. Bypulling the lever the bar 59 will be moved to the left of the drawing onthe pin 60 as a pivot, at the same time sliding forward on the pin. Theforward sliding movement is caused by the pin riding over the face 71 ofa cam 72 secured to the frame 10. This movement of the bar pushesforward the rear ends of the levers 52 and 53'on the pivots 57 and 58.The forward ends of the lever are thus each thrust outwardly, movingoutwardly the rods 50 and 51 and the dogs 48 and 49. The movement of thedogs kicks away whichever of the pivoted arms 42 or 43 that is in anupright position, causing it to assume the position of the arm 42. Atthe same time the rod which holds the air valve open will drop and thevalve will close. At the end of the movement just described the actionof the spring 61 pulls together the forward ends of the levers 52 and 53and restores the whole device to normal position.

I have not illustrated the valve referred to in the above specificationfor the reason that such valves are of well known construction and anyform of self-closing valve 1 may be used in connection with the rest ofthe device.

I do not wish to limit myself to the particular construction here shownbut aim in the following claims to cover all modifications and changeswhich are within the spirit and scope of my invention.

Having described my invention, what I claim as new and desire to secureby Letter Patent, is,

1. In a railway block system, the combination with a track andvertically movable track obstacles located adjacent thereto and on bothsides, of a frame adapted for at tachment to engines of the road, wheelspivotally supported from the frame above the track obstacles and havingboth a vertical and a lateral movement so that each is adapted forcontact with a track obstacle and each is free of the other for verticalmovement, means for laterally moving the wheels, pipes connecting withthe air line of the train, valves in said pipes and means connectedtherewith for opening the valves by contact with the wheelswhen raisedand means for closing the valves,

2. In a railway block system, the combination with a track and trackobstacles, of a frame adapted for attachment to a locomotive engine,wheelspivot-ally suspended from the frame having a vertical and alateral movement and adapted for contact with the track obstacles, meansfor moving said wheels so that one of them will engage one of said trackobstacles and the other be free of engagement with the correspondingtrack obstacle and vice-versa, pipes connecting with the air line of thetrain, valves in said pipes and valve stems projecting from the valvesfor opening said valves, plates connected with the wheels for contactwith the valve stems, arms for holding the valve stems open when openedby the wheels and levers for releasing said arms.

3. In a. railway block system, the combination with a track and trackobstacles, of a frame adapted for attachment to a locomotive, wheelspivotally suspended from the frame having a vertical and a lateralmovement, each of said wheels being adapted to contact with one of saidtrack obstacles, the other of said wheels being at the same time free ofengagement with the corresponding track obstacle, means for alternatelymoving said wheels in a lateral direction to make and break contact withsaid track obstacles, pipes connecting with the air line of the train,valves in said pipes, valve stems extending from the valves for openingthe valves, plates connected with the wheels for contact with the valvestems, pivoted arms for retaining the valve stems in open position, andlevers for releasing said pivoted arms.

et. In a railway block system, the combination with track rails and siderails the said track and side rails being connected by means of linksand adapted to be raised beside the track rails, of a frame adapted forattachment to a locomotive, wheels pivotally suspended from the frameabove the side rails and having a vertical and a lateral movement, meansconnecting the wheels for lateral movement together so that each isadapted for contact alternately with a side rail and each being free ofthe other for vertical movement, means for laterally moving the wheels,pipes connecting with the air line of the train, valves connected withsaid pipes and means connected with said wheels for contact with thevalves whereby the valves are opened, means connected with the valvesfor holding them open and means for releasing said valve holding means,substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

H. O. GARDINER, A. D. COLLIER.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, I). G.

